Fluid-pressure brake for locomotives.



Wv. TURNER.. FLUID PRBSSURBBRAKB PoR Locom-GINES.

APPLICATION IILBD Nov. a, 1907.l i l Patented 'Mal'. 2, 1915.

4 SHEETS-SHEET 2.

WITNESSES- V; TURNER; FLUID' PRESSURE BRAKE? PORfLOGOMQTIVBS..

APPLICATION r-I--L-BDNhv. 8.11907', 1.,;130,f448. Patented Manz, 1915.

4 .SHEETS-*SHEET s.

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` W, V. TURNER. FLUID' PRESSURE BRAKE You. Vnoooszxo'r;VBS.`

A'BPL'GATION FILED NOV. 8v. 1.907-, 4 v

g -Pa1pentedlvlar;;2, 1915,

4'sHEBlTs-S`HBE'T 4v.

n Fg@ s mg@ wn'NEssEs l mvENroRj' wsmnngvannivan, or fnneavvoon, rmmsnnveiimresemuea 'fog'lrHE'vvE-STING l' or PENNsYLvANIA.-

i To all whom may conc'em 'State of Pennsylvania, have invented new and useful Improvements -in Fluid-Pressure 'vide improved means for controlling thev Brakes for Locomotives, of which the fol- A lowing is a specifica-tion. I

This invention? relates toi-fluid- `pressure .brakes for locon-iotivesv and other railway' vehicles, and more particularly toa brake apparatus, an improved form of which isv covered by my prior pending application, Ser. No. 287,527, filed Nov. 15, 1905, andl known as the E T.27 locomotive brake` equipment.

. One object of my inventionV is to simplifyA certainl parts Aoi the apparatus, and to improve the operation in some respecte.l

Another object contemplates cutting olf the application chamber ofthe distributing valve mechanism, from-the application cylinder upon an emergency application of the brakes, so that the pressure chamber thereof equalizes into' the application cylinder alone, which, being of relatively vsmall volume,- permits of a more rapid equalization at a. higher degree vof pressure of the Huid in the pressure chamber, thereby 'producing a correspondingly quick application of the brakes.

Another Vobject of my improvements is to provide means in the engineers brake valve for maintaining the pressure in the application cylinder inan emergency application of the brakes, thereby eliminating the maintaining port in the equalizing valve portion ofthe distributing valve mechanism.

Another object is to provide-means, adapted' to be applied to theequalizing valve porvtion of the distributing valve mechanism,

for venting fluid from the train pipe to pro-v duce quick action in an emergency application of the brakes. l.

Another object of my invent/ion is to probrakes 'in double heading, ivhere'in the appli-A cation cylinder exhaust from the equalizing valve ofthe distributing-valve is controlled by the independent brakeval've, and also by the enginee1"s brake vvalve in such manner thatthis exhaust' isopen 'in one lposition,

such as running position', but closed in' 'other positions, "suchjasv release positioi1'- of the .en-

HoUss' Aia BRAKE COMPANY-,1er rrrfrsujneii, raivivsvnvammaeonronarion 'y Horn-PRESSURE' .non Locomotives "I,

,fg-'ineens'brake valve'v for holding-the engine brake appliedv '-While v .releasing 'I the train neer for operating his 'engine brake inde'- pendently of thetrainbrakes.Iv

Another object is to provide means for' l automatically operatingthe brakes on a dead engine in atrain With thel automatic train' brakes. v

- Another obyect 1s lto provlde means for supplying iuid under pressure to the application chamber, upon an emergency application of -t-hebra'kes, to prevent a reduction in application cylinderpressure tothe application chamber upon releasing theautoma'tic brakes, so 'that the engine brakes may be readily held'applied 'and the train 'brakes released if desired. v

brake apparatus, with a preferred formo 'myimprovements applied thereto, showing spam-ami maat-mea. rammen Maa-2,1915.' Application a1ed-Navember s, 19o7. 'serismamlaist i i l the-distributing valve mechanism'fin section;

Fig. 2 a diagrammatic sectional view of thev triple valve portion of the distributing v valve mechanism, With the parts inservice application position; Fig. 3a s imilarviev'v, showing the parts in vservice 'lap position; Fig. L 'a similar view, showing the parts when in the emergency application position;- Fig. 5 a face. view of the mainsli'de valve of the triple valve device of the distributing valve mechanism; Figlia plan View of themain slide valve seat; Fig. 7 a face view of the auxiliary slide valve adapted to be mounted 'on the'main slide valve and have a movement -relative thereto; Fig. 8' a sectionalviewof a portion' of' the triple valve device, showing one construction for supplying air from the train -.pipe to the 'main reservoir on a dead engine; Fig.'9 a sectional view-i of the engineers brake valve; Fig.A 1.0

a similar view of the straight-- airj or independent brake valve; Fig. 11' a plan vieuT of the rotary valve seat inthe engineers brake valve;v Fig. l2 a facey view of the rotary valve of the engineers brakevalve,` vshowingthe location'of ports and cavit1es;-'I*`1g`S Y 13' .to 16 inclusive, diagrammatic viev'vs, illustrating the relative positions of the ports of the engineers brake valve in release,- lap, v

emergency andy-running positions, respec. .p

tively; Fig. 17 a tace view of the rotary valve for the independent brake valve; Fig. 1:8 a pla-n View ofthe valve seat for the independent brake valve; Fig 19 to Q3 inclusive, diagrammatic views illustratingV the relative positions of the ports of the independent bralre valve in release, running, lap, Y quick service, and slow service positions re spectively, and Fig. 2l a sectional vievv of a portion ot the triple valve device, illustrating one construction for supplying' to the application chamber in an emergency application of 'thel brakes.

The apparatus' illustrated in Fig.. l of the drawings comprises a distributing valve mechanism l", connected to train pipe 2, by branchpipe 3; to brake cylinder 4f, by pipe 5.; to main reservoir G, by pipe 7; and to engineers brake valve 8 and independent pas f prises an application valve portion, having a piston 23 located in application cylinder 33, for actuating the application or brake cylinder supply valve 21, and lexhaust valve 22 in chamber 24, which communicates With the brake cylinder or cylinders 4, through pipe and an equalizing valve portion having a piston 29 for operating, the ina-in or equalizing slide valve 27 and auxiliary slide valve 28 in the valve chamber, the equalizing piston being subject on one side to the pressure of the train pipe, and on the other 'to that of the pressure chamber' 30, which communil cates through port 3l with the velve chamber.v

main valve seat ere located ports v51 'and 64; all communicatin'r through .i if.

,. passagev 2o with the application cylinder 53E fend 'With the pipe l0, 'port 47, leading to the application chamber 82, port i3 communi cating-with pipe ll, and port 54: leading to a 'safety valve connection.

.LrfThe rotary valve seat of the engineerls brake valve is provided with ports 35 and 38, communicating with the trein pipe, port Si, communicating With 'the feed valve'pipe lo, ports 39 and 63, leading to the equahmng reservoir chamber, exhaust port 56, port 55, leading to pipe 18, and port (56, communieating; by pipe 26 and passage 25 with. the

application chamber of the distributing valve, While the rotary valve 37, has wthrfnign ports vand 67, cavities 36, l-O and the exhaust' cavity with which ports 60, 6l and 68 communicate.

ln the seat of the independent brake valve nico-,eee

are located the ports 33, 5S, 5E) and 82, communicating respectively with supply pipe '220, pipe ll, connected to the exhaust trom the equali-Zing portion of the distributing valve, pipe l, leading to the engineers brake valve, and pipe l0, connected to passage Q5 and 'the application cylinder, and exhaust port Si, the rotary valve Si being provided with a through port 8O and cavities 57 and 83.

The main reservoir being c iarged in the usual manner, and the brake valve being in running position, air llovfs through the reducing valve 19 and pipe Q1() to the supply port $33 in the straight air brake valve, and also through] ite-ed valve 17 and pipe l@ to the port in the engineers brake valve, which port is connected, in this position, hy cavity 36 in the rotary 'valve 557, 'with the train pipe port 35, thus charging the train pipe to the desired standard de grec of pressure. The equalizing reservoir l2 is also connected through pipe i3, port 39 and cavity fl@ in the rotary valve Awith train pipe port 3S, charging the cqualizing reservoir to standard pressure. .Stir flous from the train pipe, through the usual feed groove aroundithe equalizing valve piston 29 to the slide valve chamber, and through a passage 3l to the pressure chamber 30, charging the same tothe standard train pipe pressure. The equalizing valve device then occupies its normal release position, in which a cavity lil in the main slide valve 27 connects port 132, leading to passage and the application cylinder 33a, and port 47, leading to the application chamber 32, with exhaust port 43, leading to pipe ll. ln the running position of the straight air brake valve, a cavity 57 therein, connects port 5S, leading to pipe ll, with port 59, leading` to pipe 18, and pipe 13 opens into port 53 of the engineers brake valve. ln the running position of thc enginecrs brake valve, port 53 is connected by port 60, in the rotary valve, openingl into the central cavity 6l, with eX- haust port 56, so that the application. chamber end the application cylinder are open to the atmosphere, and the abutment :23 Atherefore occupies its normal brake release position,

' as will be readily understood.

ln order to make a service application of the automatic brake, the engincers brake valve is turned to service application position, in which the port 60 of the exhaust cavity in the rotary valve registers with the preliminary exhaust port 63, whereby the desired reduction in the pressure oli' the equalizing reservoir is effected in the usual way, uafter'vfhich the brake valve is turned to lap position and-thel equalizing discharge valve of the engineers brake valve then operates to reduce the train pipe pressure to the same degree, in the usual manner. This reduction in train pipe pressure causes the sql-inning piston 29 ef the distributing van@ to shift the main slide valve '27 and the auxiliary valve 28 to the serviceapplication position, as shown in Fig. 2, in which the port 44 is uncovered and. air is. supplied from the pressure chamber 30 to port 42, leading vto ltheV application cylinder, and also to port 45, which is-now connected, by' cavity62 in the main slide valve,with port 47, leading tothe applicationv chamber 32. The pressure inthe pressure chamber is-in this manner reduced by expansion into the applica tion chamber and cylinder, until it is substantially equal to or slightly less than that 'of the train pipe, whereupon the equalizing piston 29 movesthe auxiliary or graduating valve 28 to service 4lap position and closesthe service ort 44, as illustrated in Fig. 3.'v The desiredA degree of pressure being thus admitted to the application cylinder, the piston 23 `'is actuated to close the -brake cylinder cxhaustvalve and open the application or supply'valve 21, whereupon air from the' main reservoir VHows to the Abrake cylinder until the lpressure therein,

acting upon the piston 23, substantially equals that admittedto the'application cylinder upon the opposite face of said piston, then with the assistance of. the spring the piston moves the application valve 21 to close the supply port, but does not move the valve 22 to open the exhaust port, this/ operation being substantially the saineas that described in my priorl application previously referred to.

The application chamber" may be connected to a blow down or safety valve, so as to limit the degree of pressure therein in `service. applications to the desired amount.-

'For this purpose port 54, leading to a blow vdown valve, .-54% as shown in Fig. 6. is connected in yservice position through port 49 inthe main slide. valve, cavity vin the auxiliary valve 28, and port 50, with port 64, leading to the application cylinder, andv open in this position to the application chamber.l It is also evident lthat the ordinary automatic service application of the Y, brakes uponv the cars of the traiirwill be 5o sure in the usual manner.

effected by this reductionin train pipe pres- Y In order to release both the-train'and the -engine brakes, lthe brake -valve handle is usual manner.

turned to full release positionfor a limited. period of time, and-then to running position. l In full release p'osition,.as shown in Fig. 13.

air from the main vreservoir flows through Iports 52 and 35, directly to the train pipe, so that the triple valves upon the cars of the train move to release position in the The increase in train pipe pressure also acts upon the piston 29 of the lecliializing valve portion of the 4distributing valve, and causes the same to move valves 27 and 28 ,to release position, Fig. 1, in

which communication is established from the application chamber32 and application cylinder 33', throughports 2 5, 42 and ,47,

exhaust cavity 41, port 43 and pipe 1l to port -58 inthe independent .brake ',valve, thence through cavity 57, .port 59 and pipe 1S to ,port 53 yofthe engineers brake valve, which being'closed bythe rotary in' release position, Fig. 13, prevents the escape of air fronrthe application chamber and cylinder and holds the engine brake applied.

When the en` ineers brake valve is turned i to running position, Fig. 16,'-the port 60 of the exhaust cavity in the rotary vvalve 37 registers with port 53, thereby permitting the release of air from theapplication chainber and cylinder, whereupon the brake cylinder lpressure returns the application piston 23 land exhaust valve 22 to release position, and the brake cylinder pressure is released to the atmosphere.` If it loe-desired to hold theengine brake applied at the time of releasing the brakes 'on the cars of the train, the engineers brake valve is 4moved from the releasevposition to an intermediate or `holding position, instead of torunning position, so thatthe port 53 `is held `closed and the pressure retained.

pipe porty 38, through ports and 61 of the exhaust cavity, to the exhaust pori 56. IThe `usual sudden reduction in train pipe pressure follows, causing 'the triple valves on the cars of the train to move to the einergen'cyposition. It also causes the equalizing valve piston 29 of the distributing valve rto make its full traverse to the emergency position, as shown in Fig. 4, in

which the main slide valve 27 uncovers the port 42, so thatiuid underpressure flows 'in large volume from the pressure chamber directly to the application cylinder 33'Y and the piston 23.: It will now be noted: that in this position, the port 47, 'leading to the application chamben 32 is closed,- and'is "therefore cut oli' from the application cylinder, and consequently, by reason of the 4com- Vpaiativelyv smallvolume of the application.

cylinder', the Aiiuid in the pressure chamber equalizes very rapidly into the application cylinder. and lat a high degree of pressure, to which the application-piston 23 quickly ias responds, to admit iuid'to vthe brake cylin-V der at air/ corresponding 4degree of pressure';

'lhe pressure in the application cylinder may now be'maintained or slowly increased by means of a port 66 in the rotary valve seat of the engineers brake valve, which is connected, in the emergency position, Fig. 15, with. a small lorrestiicted port 67 in the rotary valve, so that air --from the main reservoir is supplied to the port 66. and

thence, through pipe 26, pipe 10, and` pasf `sage 25, to the application cylinder.r The application cylinder may alsbe connected to the blow down valve in emergency position, as shown in Fig. a, wherein the blow down .valve port 54 is connectedfby cavity 50, in the main slide valve, with port 64C, leading to passage and the yapplication cylinder, thereby permitting a gradual .blowing down of the excess pressure.

The restricted supply port 67 in the engineers brake valve is preferably designed of such size with reference to that of the port leading to the blow down or safety valve, that when .the application cylinder pressure has reached about 7 5 pounds per square inch, the inflow from the high main reservoir pressure is about equal to the out flow to the safety valve and the application cylinder pressure will be maintained at that point. lf the pressure produced in theapplication chamber in an emergency application should be `less than this amount it vsi In order to facilitatequiclr action of the I automatic train brakes in emergency applications, a valve device forv locally venting the train pipe on the locomotive may be provided as shown in the drawings, and coniprising a casing 71, which may be secured to the equalizing valve portion of the distributing valve in place of the usual piston chainbei'l cap. The casing 7l is provided with a valve chamber open to train pipe. pressure rand contains a slide valve 70, for governing a train pipe vent port 72, preferably connecten to the brake cylinder by passage 73. The passage 73 may .be provided with a check valve 'Til to prevent back iiow from the bi'ale cylinder to the train pipe.

rEhe vent falve is adapted tobe oper-l X. ated by the usual spring stein 75, the spring 7G of which, tends lo maintain the valve in its closed position normally. llvllien an being in `release position.

. T l, l u l i I s emergency' application of the brakes. is made, the piston 29 moi/esto its 'emergency position, 'compressing the spring 76 and causing the stem 7 5 to shift the vent valve 7 0 to its-open'position, which air is vented f' from the train pipe tothe 'brake cylinder, thus causing fa local reduction in the train .pipe pressure and thereby facilitating quick action oi' the automatic train brakes. n

ln the case4 of a quick action valve device employed in connection with the ordinary automatic triple valve device, it is preferable to somewhat retard the flow of airfrom the auxiliary reservoir tothe brake cylinder, inN

order to' permit of a free flow of air from the train pipe to the brake cylinder when an emergency application of the brakes is effected. i i

' lWith the present construction, lt will be noted that the immediate action of the equalizing valve device in moving to its .emergency position, is to open the train pipe vent valve, while admitting fluid tothe application piston, which is then operated to admit air from the main reservoir to the brake cylinder.

rhe locomotivebralres may-be independently operated by means of the independent brake valve 9, and in order to apply theengine brakes, this valve is turned to application position, Fig. 22, in which cavity in the rotary valve8l. connects supply port 33 and pipe :20, leading from thel main reservoir through the reducing valve 19, With port 82, leading to pipe. l0, passage 25 and. the application cylinder, which is open to the application chamber 32, the equalizing valve Communication is'cut off from the automatic brakevalve by this movement, so that the pressure may b e raised in the application. chamber and application cylinder to the desired degree, thereby operating the abutment 23 to sup'ply air to the brake cylindery at a corresponding degree of pressure. The brakefvalve may then be turned-to lap position, F ig. 21, and the engine brakes held applied.

The brake lcylinder pressure may be graded down or released turning the independent brake valve to release position,

Fig. 19, in which the application. cylinder port 82 is connected to the exhaust port Si, by cavity 83. The engine brakes may also be released by turning the independent brake valve to running position, F ig. 20, in

which the application cylinder is open to the atmosphere through' pipe ll., port 58, cavi-ty 57 in the independent rotary valve Sl, port 59, pipe 18, port. 53,V and cavity GO, in the rotary valve of the engineers brake valve, which is open to exhaust port 5o, in the running postion thereof.

l preferably provide two application positions for the independent brake valve, one in which the supply port 33 is fully'open to the SEU@ insonne application cylinder, to secure a quick applit cation, as shown in Fig.l 22, and the other the application cylinder and the corresponding engine. brake .cylinder pressureA may be readily reduced,'or ,entirely released as desired, by the manipulationof the independ ent brake valve to the v.desired position.

According to my present improvements,

when two Aor more engines are used for hauling la train, commonly called double heading,'the engineers brake valvehandle is placed in running position on the second'or helper engine, and the lcut' out cock 91 in the train pipe branch li-isclosed. In running position of the engineers brake valve 'the pipe 11 is open to the exhaust through 'cavity 57 in the independent brake valve, pipe 18, port 53 and exhaust cavityl 60, as before described. The brakes on the second engine may, therefore, bel 'applied and released With brakes by operation of the engineers brake valve onthe head engine in thev usual Way, 1f the engineer on the second engine desires to apply or release the brakes on hisl engine independently, the independent brake valve maybe operated for that purpose, as in other cases, as Will be apparent. 4

When an engine is hauled in a train as a dead engine, it is desirable that the brakes on that engine should apply and release With the train brakes, When the' automatic. system is operated in the usual manner. For this purposel -ll mayprovide a branch pipe 93 :connecting the main reservoir pipe 15 With the train pipe 2. This pipe-contains a cock 94:' for normally closing the pipe 93.

Thus, by opening the cock 94 on the dead valve mechanism is supplied with air an'd operates in the usual Way with an autobrakes. The pipe 93 is preferably provided With'a check valve 96 top revent return iow of air from the main reservoir to the trainv pipe. Another 'formjof device for 'accmn-l plishing .this purpose is illustrated in Fig.

8. In thisconstruction,` a passage-97 is provided, leading from :the lrsten vcliamn`b-er ofv the triple 4valve piston 2.9 to the-'main y 101 'wi-tha passage 103, Awhich opens into the reservoir, and containing a spring pressed valve 98, the valve being subject' on one side to train pipe pressurean'd on the otheruside to main-reservoir pressure, and being adapted to seat toward the train pipe side. Qrdi f narily the main reservoir pressure is higher than the train pipe pressure, so that the valve hold or maintain the engine brakesf the automatic train the same;

engine in the train, the train 'pipe supplies.

matic application or release of the train-v n ltaz 98.*is rmly heid to its seat by the @nain reservoir pressure, but with a dead engine, the

main reservoir contains no initial pressure,

1n some instances, it may be .desire While releasing the train brakenaiter emergency application of the brakes.v ibis result may be readily effected .by tarn the, independent brake valve to .in which the release connections to the application cylinder are closed, as, for in stance, service .or lap position, then, 'upon' movement of the equalizing valve of the; distributing valve to release position, the air in the application cylinder'is retained and the engine brakes are held' applied.

position It is obvious that, this same result may be obtained by manipulation yof the engineers brake' valve, with` 'the independentbrake valve inrunning position, by turning the same from release to holding position, in the same Way as hereinbei'fore described in con-' nection- -with a service 'application of' the brakes. l

.By'lrcason of the application chamber -being cut oft' from the application cylinder in aneinergency application. of the brakes, the chamber may be at atmospheric presjsure, and consequently, upon return of the triple valve to release position, in which the chamberis open to application cylinder, the cylinder pressure. may be reduced by expansion into the chamber so as to 4partially re )lease the engine brakes. li? it should be de sired to prevent this reduction in pressure, I may provide a construction, such as illus# trated in'Fig. 2li, wherein iii-the emergencyv position of ,the equaliz'ing valve device, the application chamber is connected to a source of pressure, such as the brake cylinder. For this purpose a passage 101may be provided, 'opening to the main slide valve seat and leading lto the passage 4 7 and the application chamber. f n In 'the emergency position a cavity 3.02, in the main slidevalve, connects the passage Abrake cylinder passage 73'. Thus, .air from the brake'cy'linder Vis chargedinto the ap- `plication chamber during the application,

so that the pressure 'in the application chamb er and inthe application cylinder are substantially equal, and there will be no reduc its tion of pressure in the latter by expansion linto said chamber ivhen the equaliaing valve is returned to release position. 'With feature of my improvement. it will be observed that the full emergency brake cylinder pressure may be retained on the engine While releasing the b al/ies upon the train, as before described.

ily means of the simplified and improved pipe connection between .the tivo brake valves and the distributing valve, it will now be apparent that the application cylinder pressure and the corresponding engine brake cylinder pressure may be readily graded doivn or released by the use oi either brake valve, lwhen the equalizing portion of the distributing valve is in release position, by controlling the exhaust passage from the equalizing valve; while at the same time the independent brake valve may be manipulat d at any time to hold this exhaust closed 1 an to operate the engine brakes independently of the train brakes, and thereby avoiding the necessity of using a separate cut out cock in the exhaust passage or pipe from the equalizing valve portion of the distributing valve.

Having now described my invention, what l claim as new and desire to secure by Letters Patent is zl. ln a fluid pressure brake, the combinaytion vvith a chamber containing a movable abutment or piston, the admission of pressure to ivhich'causes the application of the brakes, of another chamber normally in open communication with said piston chamber in service applications, and means for automatically closing communication betvveen said chambers in emergency applications of the brakes.

2. In a fluid pressure brake, the combination with a chamber containing a movable abutment or piston, operated by an increase in fluid pressure for supplyingair to the brake cylinder, of another chamber and 'automatic valve device for supplying fluid under pressure to both chambers in one position, but only to the piston chamber in another position.

3. In a fluid pressure brake, the combination With a chamber containing a movable abutment or piston, the admission of pressure to which causes the application of the brakes, of another chamber and a valve device subject to variations in train pipe pressure and operating in service applications to supply fluid to both chambers, and in emergency applications to cut off the second chamber from the piston chamber and supply fluid to the latter chamber.

4.-. ln a fluid pressure brake, the combination with a chamber containing a. movable abutment or piston, the admission of pressure to which causes the application of the brakes, and another chamber normally comi ,i3d-alas municating with said pistonl chamber, of an auxiliary pressure chamber, and valve means for opening communication from said iliary chamber to both the other chambers in service applications, but adapted to cut ot' the second chamber and open communication from the auxiliary chamber to the piston chamber in emergency applications of the brakes.

ln a fluid pr ssure brake, the combination with a chamber containing a movable abutment or piston, the admission of pressure to which causes the application of the brakes, and another chamber normally communicating with said piston chamber, of an -v auxiliary pressure chamber, and a valve device operated by variations in train pipe pressure and adapted to open communication from the auxiliary chamber to both the other chambers in service application position, but adapted to cut olf said second chamber from the piston chamber and open communication from the auxiliary chamber to the said piston chamber in emergency application position.

6. In a fluid pressure brake, the combination. with a brake cylinder, of a valve for controlling the supply of air to the brake cylinder, a movable abut-ment for actuating said valve, an application chamber, and means for supplying air to said movable abutment, in one position, with the application chamber open to the abutment, and in another position, with said application. chamber cut off from the abutment.

7. In a fluid pressure brake, the combination ivith a rake cylinder, of a valve for controllingthe supply of air to the brake cylinder, a movable abutment for actuating said valve, an application chamber, and means for supplying air to said movable abutment, in service position, with the application chamber open to the abutment, and

in emergency application position, with said application chamber cut oil' from the abutment.

8. ln 'a fluid pressure brake, the combination with a brake cylinder, of a valve for controlling the supply of air to the brake cylinder, a` movable abutment for actuatingl said valve, an application chamber, and means operated by a gradual reduction in train pipe pressure for supplying air to said movable abutment, with the application chamber open to the abutment, and op- Jeil-ated by a sudden reduction in train pipe pressure for supplying air to said movable abutment, ivith the application chamber out on from the abutment.

9. In a lfluid pressure brake, the combination ivith a, brake cylinder, of a valve for controlling the supply of air to the brake cylinder, a movable abutment for actuating said valve, an application chamber, and means operated by a gradual reduction in train pipe pressure Afor supplying air to said i movable abutment, with the application said yvalve, an application' chamber, a pressure chamber, and an automatic valve device for supplying air from said pressure chamber' to said movable abutment' in serv-` ice application position, with the application chamber open to said abutment, and for supplying air from said pressure chamber to the movable abutment, and for cutting off communication from theV application' cli-amber to said abutment in emergency application position.

11. In a fluid pressure brake, the combination with-a brake cylinder, train pipe, en-

gineers brake valve, and a source of fluid 'under pressure, of a valve for controlling' the supply of air to the brake cylinder, a movable l' abutment for governing said valve, a pressurechainbei and an automatic valve device l. for supplying air from said pressure chamber to said movable abutment upon a reduction in train pipe pressurel to vapply the brakes. the engineers brake valve ,hav-ing ports for supplying air from the main reservoir to said movable abutment, in emergency application position.

12. In a fluid pressure brake, the combination with a train pipe, brake cylinder, vand an application valve rdevice for controlling the supply of fluid to' the brake cylinder, of an automatic valve device, subject to variations in train pipe pressure for controlling the supply of fluid to said application valve device, an independent brake valve controlling said application valve device and an engineers brake 4valve for controlling the `train pipe pressure and having means for supplying fluid to said application valve device in emergency position independently of the position of the independent brake valve.

13. ln a fluid pressure brake, the combination ,with a train pipe, brake cylinder, and an application valve device for controlling the supply of fluid to the brake .cylinder, of an automatic valve device, sub]ect to variations in train pipe pressure for controlling the supply of' fluid to said application valve device, and a brake valve for controlling the'traiii pipe rpressure and'having a port for supplying fluid from the main reservoir to the application valve device in emergency position.

cylinder, and 'application valve for controlling the supply' of fluid to the brake cylinder, and a cli'ambe'r containing a movable abutmenty or piston for governing the operation of the application valve, of an autoui'aticvalve device subject to variations in train pipe pressure forfsupplying fluid to said application chamber, a brake-valve for controlling the train pipe pressure and vhaving a port for supplying .fluid from the main reservoir to the application chamber' in emergency position, and a blow-down valve 'adapted to communicate l'with said application chamber.

1,5. In a fluid pressure brake, the combination ivith a train pipe, brake cylinder, and a valve mechanism operating in response to variations intrain pipe pressure for effecting the application and release of brakes, of an engineeidsbrake valve for controlling the train pipe pressure and the exhaust from said valve mechanism, vand an independent brake valve for controlling theexhaust from said valve mechanism independently of the engineers brake valve.

16. ln a fluid pressure brake, the combination with a train pipe, brake cylinder, and a valve mechanism operating in -response to varia-tions 'in train pipe pressurel for etfect-ingt'he application and release of brakes, of an engineesbrake valve having means for controlling the' train pipe pressuie and, the exhaust from said valve mechanism, and another brake valve having means for effecting an independent application yof' .the brakes and for also having a di rect exhaust 'port for controlling the eX- haust 'from said valve mechanism.

17. In a fluid pressure brake,` the combination with a train pipe, brake cylinder, 4and a valve mechanism oper ting in response to variations in train pipe pressure for effecting the application and releasefof brakes, of an -engineers brake valve for controlling the train pipe pressure, and lan independent brake valve, 'either brake valve having means for opening t-he exhaust from said .valve mechanism, when the other brake 'valve is in running position'.

18. In a fluid pressure brake, the 'combi-V nation with a chamber containing a movablel abutment or piston, the admission or the release of pressure to and from which' causes the application and the release of the brakes, of an automa ic valve device, operated by variations in #rain pipe pressure for controlling the pressure in said chamber, an engineers brake valve for governing the train pipe pressure, andan independent brake valve for alsoconti'olling the pressure in said chamber, both brake valves having means for controlling the exhaust from said automatic lvalve device.

19. lin a fluid pressure' brake, the combination With a chamber containing a movable abumsnw or piston, tbs aimlr mila sure to which causes the appllsfzima oir h@ brakes, of an adctoml Chamber nommjf 1;; open crjsnmlmlcation with sind pstsn @ambi-g1 m servies ajpphcatmns, and msas on with a, chambsr @remaining a movable abutment o1" piston? the admission of prassule to Winch causss the .applcatwn of the makes an addltlomi chamber normaly in open coml'nmlsaiol 'with said piston' Chamber in service zfp'lcsons and :m autlmtic brake 'xvalvs devies for sum1 in fluid 'under pessuls from sums souce of @fessura to both chimlbes in one pssion, bu from dfel'e. sources of psssurs in im: nher poson.

2l. fl a, 'uif pssufa b'as 'hhs nubi-- m1331031 with Chamb-ei' Col''afinng a maf/f able abutmen's or piston, the amnissfm of pz'essm'e to which (muses the application tha "makes,- zmd im xddonxl chambe* 1101* lmay communicating with chairl'ioerj of an auimy psssure clmmbsr, and valve means for opsnng Communism tion from said auXzu-y chamber to boh the oths Chambers in ssrce uppcaofis7 but adapted to cut of? safl bei' and open conmmnc iliacy Chamber to ik@ psonehsmnzmr aan?. fromlnnothar source of pysssure to sational Chamber in emergency applications of the brakes.

'22. In a u pressure brake, the combination with a brake cylinder., of appisa tion chamber, a miv@ ,mechanism gevel-usc by the 'essure in Said c'mmber for Qonsaid piston means for charging said scum@ @if 1, JE as supply m: miv@ a ssf airpifcason Uhm Ess? brake mh/Ts, ansi la# sommunicason ofl ma ffl-rain pi engines-Ns brakes Valve, said sang* vavshsvn' means fm sos-sym haus? from me gummi-1M@ wvs i .23,111'21 ur psssursf u na'bon with bwk@ cymi 11"? o?- a conrollng he suppy @if is me l cynder, a mmble ab'ufssni. :c gow said valve, means 'operaed bs' vmwf sra-n ppepressure fm* supjpyng zu f movable abnimmt? and. a Valse mil @pelaingupon Sv sde'n -'src pipe @fessura to Veni: air om i2-h@ lus-n p5? to th bmlie cylinder.. 2&2 'In a u; pressure nation with a 'anpiys, and a lsource 0f .uic air s supplied s Gps-mss is engine, offs Vaise fm.' cm'xf. ply Uffa-ir om said source i brake cyln'cara a, movable humm mating sa'c vavs, a Valve devise open variaticns in train pipe pressure fof can' ling .she iuf pressure on said sin? msfpzfessure from the train pipe, whsa. 'the brakes 0h che engine may b@ mp9 with the? train brakes when ers is n@ pus/@3v on @he angina lin estmonywheeof hzwe hmsmi@ my hand.

WAL-@ER Witnesses R. V. EME-RY, l WVM; EL @Aime 

